Aircraft with Thrust Vectoring Propulsion Assemblies

ABSTRACT

An aircraft includes an airframe and a distributed propulsion system including a plurality of propulsion assemblies coupled to the airframe. Each of the propulsion assemblies includes a nacelle, an engine disposed within the nacelle, a proprotor coupled to the engine and a thrust vectoring system. Each thrust vectoring system includes a pivoting plate, a rotary actuator operable to rotate the pivoting plate about a propulsion assembly centerline axis and a linear actuator operable to pivot the pivoting plate about a pivot axis that is normal to the propulsion assembly centerline axis. The engine is mounted on the pivoting plate such that operation of the pivoting plate enables resolution of a thrust vector within a thrust vector cone.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present application is a continuation of co-pending application Ser.No. 15/200,261 filed Jul. 1, 2016.

TECHNICAL FIELD OF THE DISCLOSURE

The present disclosure relates, in general, to aircraft operable totransition between a forward flight mode and a vertical takeoff andlanding mode and, in particular, to aircraft having propulsionassemblies that are operable for thrust vectoring.

BACKGROUND

Fixed-wing aircraft, such as airplanes, are capable of flight usingwings that generate lift responsive to the forward airspeed of theaircraft, which is generated by thrust from one or more jet engines orpropellers. The wings generally have an airfoil cross section thatdeflects air downward as the aircraft moves forward, generating the liftforce to support the airplane in flight. Fixed-wing aircraft, however,typically require a runway that is hundreds or thousands of feet longfor takeoff and landing.

Unlike fixed-wing aircraft, vertical takeoff and landing (VTOL) aircraftdo not require runways. Instead, VTOL aircraft are capable of takingoff, hovering and landing vertically. One example of VTOL aircraft is ahelicopter which is a rotorcraft having one or more rotors that providelift and thrust to the aircraft. The rotors not only enable hovering andvertical takeoff and landing, but also enable, forward, backward andlateral flight. These attributes make helicopters highly versatile foruse in congested, isolated or remote areas where fixed-wing aircraft maybe unable to takeoff and land. Helicopters, however, typically lack theforward airspeed of fixed-wing aircraft.

A tiltrotor aircraft is another example of a VTOL aircraft. Tiltrotoraircraft generate lift and propulsion using proprotors that aretypically coupled to nacelles mounted near the ends of a fixed wing. Thenacelles rotate relative to the fixed wing such that the proprotors havea generally horizontal plane of rotation for vertical takeoff, hoveringand landing and a generally vertical plane of rotation for forwardflight, wherein the fixed wing provides lift and the proprotors provideforward thrust. In this manner, tiltrotor aircraft combine the verticallift capability of a helicopter with the speed and range of fixed-wingaircraft. Tiltrotor aircraft, however, typically suffer from downwashinefficiencies during vertical takeoff and landing due to interferencecaused by the fixed wing.

A further example of a VTOL aircraft is a tiltwing aircraft thatfeatures a rotatable wing that is generally horizontal for forwardflight and rotates to a generally vertical orientation for verticaltakeoff and landing. Propellers are coupled to the rotating wing toprovide the required vertical thrust for takeoff and landing and therequired forward thrust to generate lift from the wing during forwardflight. The tiltwing design enables the slipstream from the propellersto strike the wing on its smallest dimension, thus improving verticalthrust efficiency as compared to tiltrotor aircraft. Tiltwing aircraft,however, are more difficult to control during hover as the verticallytilted wing provides a large surface area for crosswinds typicallyrequiring tiltwing aircraft to have either cyclic rotor control or anadditional thrust station to generate a moment.

SUMMARY

In a first aspect, the present disclosure is directed to a propulsionassembly for an aircraft. The propulsion assembly includes a nacelle, anengine disposed within the nacelle, a proprotor coupled to the engineand a thrust vectoring system. The thrust vectoring system includes apivoting plate, a rotary actuator operable to rotate the pivoting plateabout a propulsion assembly centerline axis and a linear actuatoroperable to pivot the pivoting plate about a pivot axis that is normalto the propulsion assembly centerline axis. The engine is mounted on thepivoting plate such that operation of the pivoting plate enablesresolution of a thrust vector within a thrust vector cone.

In some embodiments, the engine may be an electric motor. In suchembodiments, a battery disposed within the nacelle may provideelectrical power to the electric motor. In certain embodiments, theproprotor may include a plurality of proprotor blades that may befolding proprotor blades. In such embodiments, the proprotor blades maybe fixed pitch proprotor blades or variable pitch proprotor blades. Insome embodiments, the thrust vector may have a maximum angle of abouttwenty degrees. In certain embodiments, an electronics node may bedisposed within the nacelle that may be operable to control operationsof the propulsion assembly. In such embodiments, the electronics nodemay include controllers operable to send commands to the engine andthrust vectoring system and/or sensors operable to monitor parametersassociated with the engine and thrust vectoring system.

In a second aspect, the present disclosure is directed to an aircraft.The aircraft includes an airframe and a distributed propulsion systemincluding a plurality of propulsion assemblies that are coupled to theairframe. Each of the propulsion assemblies includes a nacelle, anengine disposed within the nacelle, a proprotor coupled to the engineand a thrust vectoring system. Each thrust vectoring system includes apivoting plate, a rotary actuator operable to rotate the pivoting plateabout a propulsion assembly centerline axis and a linear actuatoroperable to pivot the pivoting plate about a pivot axis that is normalto the propulsion assembly centerline axis. The engine is mounted on thepivoting plate such that operation of the pivoting plate enablesresolution of a thrust vector within a thrust vector cone.

In some embodiments, for each propulsion assembly, the engine may be anelectric motor that may receive electrical power from a battery disposedwithin the nacelle. In certain embodiments, the aircraft may include aflight control system and each of the propulsion assemblies may includean electronics node in communication with the flight control system suchthat each propulsion assembly is independently controllable by theflight control system. In such embodiments, each electronics node mayinclude controllers operable to send commands to the engine and thrustvectoring system and/or sensors operable to monitor parametersassociated with the engine and thrust vectoring system. In someembodiments, the airframe may include first and second wings having atleast two pylons extending therebetween. In such embodiments, thedistributed propulsion system may include at least two propulsionassemblies coupled to the first wing and at least two propulsionassemblies coupled to the second wing. In certain embodiments, theairframe may have a vertical takeoff and landing configuration and aforward flight configuration.

BRIEF DESCRIPTION OF THE DRAWINGS

For a more complete understanding of the features and advantages of thepresent disclosure, reference is now made to the detailed descriptionalong with the accompanying figures in which corresponding numerals inthe different figures refer to corresponding parts and in which:

FIGS. 1A-1C are schematic illustrations of an aircraft in accordancewith embodiments of the present disclosure;

FIG. 1D is a block diagram of a propulsion assembly of an aircraft inaccordance with embodiments of the present disclosure;

FIGS. 2A-2E are schematic illustrations of an aircraft in accordancewith embodiments of the present disclosure;

FIGS. 3A-3B are schematic illustrations of an aircraft in accordancewith embodiments of the present disclosure;

FIGS. 4A-4S are schematic illustrations of an aircraft in a sequentialflight operating scenario in accordance with embodiments of the presentdisclosure;

FIGS. 5A-5D are schematic illustrations of an aircraft in a sequentialflight operating scenario in accordance with embodiments of the presentdisclosure;

FIGS. 6A-6B are schematic illustrations of a passenger pod assembly foran aircraft in accordance with embodiments of the present disclosure;

FIGS. 7A-7C are schematic illustrations of an aircraft in accordancewith embodiments of the present disclosure;

FIG. 8 is a schematic illustration of an aircraft in accordance withembodiments of the present disclosure;

FIG. 9 is a schematic illustration of an aircraft in accordance withembodiments of the present disclosure;

FIG. 10 is a schematic illustration of an aircraft in accordance withembodiments of the present disclosure;

FIG. 11 is a block diagram of an aircraft control system in accordancewith embodiments of the present disclosure;

FIGS. 12A-12B are block diagrams of a transportation process inaccordance with embodiments of the present disclosure;

FIG. 13 is a schematic illustration of an aircraft in accordance withembodiments of the present disclosure;

FIG. 14 is a schematic illustration of an aircraft in accordance withembodiments of the present disclosure;

FIG. 15 is a schematic illustration of an aircraft in accordance withembodiments of the present disclosure;

FIG. 16 is a schematic illustration of an aircraft in accordance withembodiments of the present disclosure;

FIG. 17 is a schematic illustration of an aircraft in accordance withembodiments of the present disclosure;

FIG. 18 is a schematic illustration of an aircraft in accordance withembodiments of the present disclosure;

FIG. 19 is a schematic illustration of an aircraft in accordance withembodiments of the present disclosure; and

FIG. 20 is a schematic illustration of an aircraft in accordance withembodiments of the present disclosure.

DETAILED DESCRIPTION

While the making and using of various embodiments of the presentdisclosure are discussed in detail below, it should be appreciated thatthe present disclosure provides many applicable inventive concepts,which can be embodied in a wide variety of specific contexts. Thespecific embodiments discussed herein are merely illustrative and do notdelimit the scope of the present disclosure. In the interest of clarity,not all features of an actual implementation may be described in thepresent disclosure. It will of course be appreciated that in thedevelopment of any such actual embodiment, numerousimplementation-specific decisions must be made to achieve thedeveloper's specific goals, such as compliance with system-related andbusiness-related constraints, which will vary from one implementation toanother. Moreover, it will be appreciated that such a development effortmight be complex and time-consuming but would be a routine undertakingfor those of ordinary skill in the art having the benefit of thisdisclosure.

In the specification, reference may be made to the spatial relationshipsbetween various components and to the spatial orientation of variousaspects of components as the devices are depicted in the attacheddrawings. However, as will be recognized by those skilled in the artafter a complete reading of the present disclosure, the devices,members, apparatuses, and the like described herein may be positioned inany desired orientation. Thus, the use of terms such as “above,”“below,” “upper,” “lower” or other like terms to describe a spatialrelationship between various components or to describe the spatialorientation of aspects of such components should be understood todescribe a relative relationship between the components or a spatialorientation of aspects of such components, respectively, as the devicedescribed herein may be oriented in any desired direction.

Referring to figures IA-1C in the drawings, various views of an aircraft10 are depicted. In the illustrated embodiment, aircraft 10 includes aflying frame 12 having a wing member 14 and a wing member 16. Wingmembers 14, 16 are generally parallel with each other and extend theentire length of aircraft 10. Preferably, wing members 14, 16 each havean airfoil cross-section that generates lift responsive to the forwardairspeed of aircraft 10. Wing members 14, 16 may be formed as singlemembers or may be segmented wing members, for example, having threesections. Wing members 14, 16 may be metallic wing members or may beformed by curing together a plurality of material layers such asfiberglass fabric, carbon fabric, fiberglass tape, carbon tape andcombinations thereof or from other high strength, lightweight materials.

Extending generally perpendicularly between wing members 14, 16 areoutboard pylons 18, 20 and inboard pylons 22, 24. Together, wing members14, 16 and pylons 18, 20, 22, 24 form an airframe 26 with wing members14, 16 and outboard pylons 18, 20 being the outer structural members andinboard pylons 22, 24 providing internal structural support. Outboardpylons 18, 20 and inboard pylons 22, 24 may be metallic members or maybe formed by curing together a plurality of material layers such asfiberglass fabric, carbon fabric, fiberglass tape, carbon tape andcombinations thereof or from other high strength, lightweight materials.Preferably, wing members 14, 16 and pylons 18, 20, 22, 24 are securablyattached together at the respective intersections by bolting, bondingand/or other suitable technique such that airframe 26 becomes a unitarymember. Wing members 14, 16 and pylons 18, 20, 22, 24 preferably includecentral passageways operable to contain one or more fuel tanks 28, afuel distribution network 30 and/or a communications network 32.Alternatively, fuel tanks, a fuel distribution network and/or acommunications network could be supported on the exterior of airframe26.

In the illustrated embodiment, flying frame 12 includes a distributedpropulsion system 34 depicted as eight independent propulsion assemblies36, 38, 40, 42, 44, 46, 48, 50. It should be noted, however, that adistributed propulsion system of the present disclosure could have anynumber of independent propulsion assemblies. In the illustratedembodiment, propulsion assemblies 36, 38, 40, 42, 44, 46, 48, 50 aresecurably attached to airframe 26 in a mid wing configuration atrespective intersections of wing members 14, 16 and pylons 18, 20, 22,24 by bolting or other suitable technique. Preferably, each propulsionassembly 36, 38, 40, 42, 44, 46, 48, 50 includes a nacelle, one or morefuel tanks, an engine, a drive system, a rotor hub, a proprotor and anelectronics node including, for example, controllers, sensors andcommunications elements. As best seen in FIGS. 1A and 1D, propulsionassembly 42 includes a nacelle 52, one or more fuel tanks 54, an engine56, a drive system 58, a rotor hub 60, a proprotor 62 and an electronicsnode 64.

Each nacelle houses the fuel tanks, the engine, the drive system, therotor hub and the electronics node of one of the propulsion assemblies.The nacelles are standardized units that are preferably line replaceableunits enabling easy installation on and removal from flying frame 12,which enhances maintenance operations. For example, if a fault isdiscovered with one of the propulsion assemblies, the nacelle can bedecoupled from the flying frame by unbolting structural members anddisconnecting electronic couplings or other suitable procedure andanother nacelle can be coupled to the flying frame by bolting,electronic coupling and/or other suitable procedures. The fuel tanks ofeach propulsion assembly 36, 38, 40, 42, 44, 46, 48, 50 may be connectedto fuel distribution network 30 and serve as feeder tanks for theengines of respective propulsion assemblies. Alternatively, the fuelsystem for flying frame 12 may be a distributed fuel system wherein fuelfor each propulsion assembly 36, 38, 40, 42, 44, 46, 48, 50 is fullyself-contained within integral fuel tanks positioned within thenacelles, in which case, the wet wing system described above includingfuel tank 28 and fuel distribution network 30, may not be required.

The engines of each propulsion assembly 36, 38, 40, 42, 44, 46, 48, 50may be liquid fuel powered engines such as gasoline, jet fuel or dieselpowered engines including rotary engines such as dual rotor or tri rotorengines or other high power-to-weight ratio engines. Alternatively, someor all of the engines of propulsion assembly 36, 38, 40, 42, 44, 46, 48,50 may be electric motors operated responsive to a distributedelectrical system wherein battery systems are housed within each nacelleor wherein electrical power is supplied to the electric motors from acommon electrical source integral to or carried by flying frame 12. Asanother alternative, some or all of the engines of propulsion assembly36, 38, 40, 42, 44, 46, 48, 50 may be hydraulic motors operatedresponsive to distributed hydraulic fluid system wherein high pressurehydraulic sources or generators are housed within each nacelle or acommon hydraulic fluid system integral to or carried by flying frame 12.

The drive systems of each propulsion assembly 36, 38, 40, 42, 44, 46,48, 50 may include multistage transmissions operable for reduction drivesuch that optimum engine rotation speed and optimum proprotor rotationspeed are enabled. The drive systems may utilize high-grade rollerchains, spur and bevel gears, v-belts, high strength synchronous beltsor the like. As one example, the drive system may be a two-staged coggedbelt reducing transmission including a 3 to 1 reduction in combinationwith a 2 to 1 reduction resulting in a 6 to 1 reduction between theengine and the rotor hub. The rotor hubs of each propulsion assembly 36,38, 40, 42, 44, 46, 48, 50 are preferably simple, lightweight, rigidmembers having radial/thrust bearings on stub arms at two stations tocarry the centrifugal loads and to allow feathering, collective controland/or cyclic control.

The proprotors of each propulsion assembly 36, 38, 40, 42, 44, 46, 48,50 may include a plurality of proprotor blades each of which issecurably attached to a hub bearing. The blades are preferably operablefor collective pitch control and/or cyclic pitch control. As analternative, the pitch of the blades may be fixed, in which case, thrustis determined by changes in the rotational velocity of the proprotor.Preferably, the blades are installed using a simple clevis hinge toenable passive stop-fold, so that forward flight drag acts to push theblades down against the nacelle surface when the associated engines areshut down to reduce drag and increase range and speed of aircraft 10.Preferably, the length of each nacelle is suitably forward toaccommodate the passive stop-fold and may include a ring snubber orother suitable shield located around the nacelle to prevent damage tothe blades or the nacelle when the blades make contact with the nacelleas well as to secure the blades while in forward flight to preventdynamic slapping of the blade against the nacelle. Alternatively oradditionally, to reduce forward flight drag, the proprotor blades may beoperable to be feathered when the associated engines are shut down. Inthis case, the proprotor blades may be locked in the feathered positionor allowed to windmill in response to the forward flight of aircraft 10.The blade hinges may also include a stop in the centrifugal extendedposition when feathered so that as collective is applied and the bladesgenerate lift and cone forward, the stop engagement reduces hinge wearand/or fretting. Even though the propulsion assemblies of the presentdisclosure have been described as having certain nacelles, fuel tanks,engines, drive systems, rotor hubs and proprotors, it is to beunderstood by those skilled in the art that propulsion assemblies havingother components or combinations of components suitable for use in adistributed and/or modular propulsion assembly system are also possibleand are considered to be within the scope of the present disclosure.

Flying frame 12 includes landing gear depicted as landing struts 66 suchas passively operated pneumatic landing struts or actively operatedtelescoping landing struts positioned on outboard propulsion assemblies36, 42, 44, 50. In the illustrated embodiment, landing struts 66 includewheels that enable flying frame 12 to taxi or be rolled when on asurface. Each wheel may include a braking system such as anelectromechanical braking system or a manual braking system tofacilitate parking as required during ground operations. Landing struts66 include tail feathers or fairings 76 that act as vertical stabilizersto improve the yaw stability of aircraft 10 during forward flight.

Flying frame 12 includes a flight control system 68, such as a digitalflight control system, that is disposed within one or more nacelles ofdistributed propulsion system 34. Flight control system 68 couldalternatively be located within a central passageway of a wing member14, 16 or pylon 18, 20, 22, 24 or could be supported on the exterior ofairframe 26. In the illustrated embodiment, flight control system 68 isa triply redundant flight control system including flight controlcomputer 68A disposed within the nacelle of propulsion assembly 38,flight control computer 68B disposed within the nacelle of propulsionassembly 36 and flight control computer 68C disposed within the nacelleof propulsion assembly 40. Use of triply redundant flight control system68 having redundant components located in different nacelles improvesthe overall safety and reliability of aircraft 10 in the event of afailure in flight control system 68. Flight control system 68 preferablyincludes non-transitory computer readable storage media including a setof computer instructions executable by processors for controlling theoperation of distributed propulsion system 34. Flight control system 68may be implemented on one or more general-purpose computer, specialpurpose computers or other machines with memory and processingcapability. For example, flight control system 68 may include one ormore memory storage modules including, but is not limited to, internalstorage memory such as random access memory, non-volatile memory such asread only memory, removable memory such as magnetic storage memory,optical storage, solid-state storage memory or other suitable memorystorage entity. Flight control system 68 may be a microprocessor-basedsystem operable to execute program code in the form ofmachine-executable instructions. In addition, flight control system 68may be selectively connectable to other computer systems via aproprietary encrypted network, a public encrypted network, the Internetor other suitable communication network that may include both wired andwireless connections.

As illustrated, flight control system 68 communicates via communicationsnetwork 32 with the electronics nodes of each propulsion assembly 36,38, 40, 42, 44, 46, 48, 50, such as electronics node 64 of propulsionassembly 42. Flight control system 68 receives sensor data from andsends flight command information to the electronics nodes of eachpropulsion assembly 36, 38, 40, 42, 44, 46, 48, 50 such that eachpropulsion assembly 36, 38, 40, 42, 44, 46, 48, 50 may be individuallyand independently controlled and operated. In both manned and unmannedmissions, flight control system 68 may autonomously control some or allaspects of flight operation for aircraft 10. Flight control system 68 isalso operable to communicate with remote systems, such as atransportation services provider system via a wireless communicationsprotocol. The remote system may be operable to receive flight data fromand provide commands to flight control system 68 to enable remote flightcontrol over some or all aspects of flight operation for aircraft 10, inboth manned and unmanned missions.

Aircraft 10 includes a pod assembly, illustrated as passenger podassembly 70, that is selectively attachable to flying frame 12 betweeninboard pylons 22, 24. In the illustrated embodiment, inboard pylons 22,24 have generally triangular tapered trailing edges that includereceiving assemblies 72 for coupling with joint members 74 of podassembly 70. As discussed herein, the connection between receivingassemblies 72 and joint members 74 preferably allows pod assembly 70 torotate and translate relative to flying frame 12 during flightoperations. In addition, one or more communication channels areestablished between pod assembly 70 and flying frame 12 when podassembly 70 and flying frame 12 are attached. For example, a quickdisconnect harness may be coupled between pod assembly 70 and flyingframe 12 to allow a pilot within pod assembly 70 to receive flight datafrom and provide commands to flight control system 68 to enable onboardpilot control over some or all aspects of flight operation for aircraft10.

Referring to FIGS. 2A-2E in the drawings, various views of aircraft 10are depicted. In the illustrated embodiment, aircraft 10 includes aflying frame 12 having wing members 14, 16, outboard pylons 18, 20 andinboard pylons 22, 24 forming airframe 26. Flying frame 12 also includesa distributed propulsion system 34 depicted as eight independentpropulsion assemblies 36, 38, 40, 42, 44, 46, 48, 50. Landing struts 66telescopically extend from propulsion assemblies 36, 42, 44, 50. Flyingframe 12 includes a flight control system 68 including flight controlcomputers 68A-68C that are disposed within nacelles of distributedpropulsion system 34 that, as discussed herein, communicate with theelectronics nodes of each propulsion assembly 36, 38, 40, 42, 44, 46,48, 50 receiving sensor data from and sending flight command informationto the electronics nodes, thereby individually and independentlycontrolling and operating each propulsion assembly 36, 38, 40, 42, 44,46, 48, 50. In the illustrated embodiment, aircraft 10 includes a podassembly, illustrated as passenger pod assembly 70, that is selectivelyattachable to flying frame 12 between inboard pylons 22, 24.

As best seen in FIG. 2A, aircraft 10 is in a resting mode with thewheels of landing struts 66 in contact with the ground or other surface,such as the flight deck of an aircraft carrier. As illustrated, wingmembers 14, 16 are generally above pod assembly 70 with wing member 14forward of and wing member 16 aft of pod assembly 70. In addition, theblades of all the proprotors are folded downwardly to reduce thefootprint of aircraft 10 in its resting mode. As best seen in FIG. 2B,aircraft 10 is in a vertical takeoff and landing mode. Wing members 14,16 remain above pod assembly 70 with wing member 14 forward of and wingmember 16 aft of pod assembly 70 and with wing members 14, 16 disposedin generally the same horizontal plane. As the thrust requirement forvertical takeoff, vertical landing and hovering is high, all propulsionassemblies 36, 38, 40, 42, 44, 46, 48, 50 are operating to generatevertical thrust. It is noted that flight control system 68 independentlycontrols and operates each propulsion assembly 36, 38, 40, 42, 44, 46,48, 50. For example, flight control system 68 is operable toindependently control collective pitch, cyclic pitch and/or rotationalvelocity of the proprotors of each propulsion assembly 36, 38, 40, 42,44, 46, 48, 50, which can be beneficial in stabilizing aircraft 10during vertical takeoff, vertical landing and hovering. Alternatively oradditionally, as discussed herein, flight control system 68 may beoperable to independently control and adjust the thrust vector of someor all of the propulsion assembly 36, 38, 40, 42, 44, 46, 48, 50, whichcan also be beneficial in stabilizing aircraft 10 during verticaltakeoff, vertical landing and hovering.

As best seen in FIG. 2C, aircraft 10 is in a forward flight mode. Wingmembers 14, 16 are generally forward of pod assembly 70 with wing member14 below and wing member 16 above pod assembly 70 and with wing members14, 16 disposed in generally the same vertical plane. As the thrustrequirement for forward flight is reduced compared to vertical takeoffand landing, outboard propulsion assemblies 36, 42, 44, 50 are operatingwhile inboard propulsion assemblies 38, 40, 46, 48 have been shut down.In the illustrated embodiment, the proprotors blades of inboardpropulsion assemblies 38, 40, 46, 48 have folded to reduce airresistance and improve the endurance of aircraft 10. Alternatively,inboard propulsion assemblies 38, 40, 46, 48 may be rotated to afeathered position and locked to prevent rotation or allowed to windmillduring engine shut down to reduce forward drag during forward flight.Preferably, the proprotors blades fold passively when inboard propulsionassemblies 38, 40, 46, 48 are shut down, and then extend uponreengagement of inboard propulsion assemblies 38, 40, 46, 48. The outersurface of the nacelles may include a receiving element to secure thefolded proprotor blades and prevent chatter during forward flight.Inboard propulsion assemblies 38, 40, 46, 48 and/or outboard propulsionassemblies 36, 42, 44, 50 may have an angle of attack less than that ofwing members 14, 16. Alternatively and additionally, some or all of thepropulsion assembly 36, 38, 40, 42, 44, 46, 48, 50 may be operated withan angle of attack relative to wing members 14, 16 using trust vectoringas discussed herein. In the illustrated embodiment, the proprotor bladesof propulsion assemblies 36, 38, 48, 50 rotate counterclockwise whilethe proprotor blades of propulsion assemblies 40, 42, 44, 46 rotateclockwise to balance the torque of aircraft 10.

Use of distributed propulsion system 34 operated by flight controlsystem 68 of the present disclosure provides unique advantages to thesafety and reliability of aircraft 10 during flight. For example, asbest seen in FIG. 2D, in the event of flight control system 68 detectinga fault with one of the propulsion assemblies during flight, flightcontrol system 68 is operable to perform corrective action responsive tothe detected fault at a distributed propulsion system level. In theillustrated embodiment, flight control system 68 has detected a fault inpropulsion assembly 50 based upon information received from sensorswithin the electronics node of propulsion system 50. As a first step,flight control system 68 has shut down propulsion assembly 50, asindicated by the proprotor motion circle being removed in FIG. 2D. Inaddition, flight control system 68 now determines what other correctivemeasures should be implemented. For example, flight control system 68may determine that certain operational changes to the currentlyoperating propulsion assemblies 36, 42, 44 are appropriate, such asmaking adjustments in collective pitch, cyclic pitch, rotor speed and/orthrust vector of one or more of propulsion assemblies 36, 42, 44.Alternatively or additionally, flight control system 68 may determinedthat it is necessary or appropriate to reengage one or more of thepreviously shut down propulsion assemblies 38, 40, 46, 48, as best seenin FIG. 2E. Once the additional propulsion assemblies 38, 40, 46, 48 areoperating, it may be desirable to shut down one or more of propulsionassemblies 36, 42, 44. For example, as best seen in FIG. 2E, flightcontrol system 68 has shut down propulsion assembly 42 that issymmetrically disposed on airframe 12 relative to propulsion assembly50, which may improve the stability of aircraft 10 during continuedforward flight as well as in hover and vertical landing. As illustratedby this example, distributed propulsion system 34 operated by flightcontrol system 68 provides numerous and redundant paths to maintain theairworthiness of aircraft 10, even when a fault occurs withindistributed propulsion system 34.

In addition to taking corrective action at the distributed propulsionsystem level responsive to the detected fault, flight control system 68is also operable to change the flight plan of aircraft 10 responsive toa detected fault. For example, based upon factors including the extentof the fault, weather conditions, the type and criticality of themission, distance from waypoints and the like, flight control system 68may command aircraft 10 to travel to a predetermined location, toperform an emergency landing or to continue the current mission. Duringmissions including passenger pod assembly 70, flight control system 68may initiates a pod assembly jettison sequence, as discussed herein, inwhich case, flight control system 68 may command aircraft 10 to landproximate to pod assembly 70 or perform an emergency landing remote frompod assembly 70. As illustrated by this example, distributed propulsionsystem 34 operated by flight control system 68 provides unique safetyadvantages for passengers and crew of aircraft 10, even when a faultoccurs within distributed propulsion system 34.

Referring to FIGS. 3A-3B in the drawings, various views of aircraft 110are depicted. In the illustrated embodiment, aircraft 110 includes aflying frame 112 having wing members 114, 116, outboard pylons 118, 120and inboard pylons 122, 124 forming airframe 126. Flying frame 112 alsoincludes a distributed propulsion system 134 depicted as eightindependent propulsion assemblies 136, 138, 140, 142, 144, 146, 148,150. Landing struts 166 telescopically extend from propulsion assemblies136, 142, 144, 150. Flying frame 112 includes a flight control system168 that is disposed within the nacelle of propulsion assembly 138 thatcommunicates with the electronics nodes of each propulsion assembly 136,138, 140, 142, 144, 146, 148, 150 receiving sensor data from and sendingflight command information to the electronics nodes, therebyindividually and independently controlling and operating each propulsionassembly 136, 138, 140, 142, 144, 146, 148, 150. In the illustratedembodiment, aircraft 110 includes a pod assembly, illustrated aspassenger pod assembly 170, that is selectively attachable to flyingframe 112 between inboard pylons 122, 124.

As best seen in FIG. 3A, aircraft 110 is in a vertical takeoff andlanding mode after liftoff from a surface. Wing members 114, 116 areabove pod assembly 170 with wing member 114 forward of and wing member116 aft of pod assembly 170 and with wing members 114, 116 disposed ingenerally the same horizontal plane. As the thrust requirement forvertical takeoff and hovering is high, all propulsion assemblies 136,138, 140, 142, 144, 146, 148, 150 are operating to generate verticalthrust. As best seen in FIG. 3B, aircraft 110 is in a forward flightmode. Wing members 114, 116 are generally forward of pod assembly 170with wing member 114 below and wing member 116 above pod assembly 170and with wing members 114, 116 disposed in generally the same verticalplane. As the thrust requirement for forward flight is reduced comparedto vertical takeoff and landing, outboard propulsion assemblies 136,142, 144, 150 are operating while inboard propulsion assemblies 138,140, 146, 148 have been shut down. In the illustrated embodiment, theproprotors blades of inboard propulsion assemblies 138, 140, 146, 148have folded to reduce air resistance and improve endurance. Preferably,the proprotors blades fold passively when propulsion assemblies 138,140, 146, 148 are shut down, and then extend upon reengagement ofpropulsion assemblies 138, 140, 146, 148. In the illustrated embodiment,the nacelles of inboard propulsion assemblies 138, 140, 146, 148 arelonger than the nacelles of outboard propulsion assemblies 136, 142,144, 150 to provide sufficient length for the proprotors blades to fold.As the proprotors blades of outboard propulsion assemblies 136, 142,144, 150 are not required to fold during flight, the modular propulsionassembly system allows shorter nacelles to be installed, which mayimprove the stability of aircraft 110 in forward flight.

Referring next to FIGS. 4A-4S in the drawings, a sequentialflight-operating scenario of flying frame 112 is depicted. As discussedherein, passenger pod assembly 170 is selectively attachable to flyingframe 112 such that a single flying frame can be operably coupled to anddecoupled from numerous passenger pod assemblies for numerous missionsover time. As best seen in FIG. 4A, pod assembly 170 is positioned on asurface at a current location such as at the home of a pod assemblyowner, at a business utilizing pod assembly transportation, in amilitary theater, on the flight deck of an aircraft carrier or otherlocation. In the illustrated embodiment, pod assembly 170 includesretractable wheel assemblies 176 that enable ground transportation ofpod assembly 170. As illustrated, flying frame 112 is currently in alanding pattern near pod assembly 170 in its vertical takeoff andlanding mode with all propulsion assemblies operating. For example,flying frame 112 may have been dispatched from a transportation servicesprovider to retrieve and transport pod assembly 170 from the currentlocation to a destination. Flying frame 112 may be operated responsiveto autonomous flight control based upon a flight plan preprogrammed intoflight control system 168 of flying frame 112 or may be operatedresponsive to remote flight control, receiving, for example, flightcommands from a transportation services provider operator. In eithercase, flying frame 112 is operable to identify the current location ofpod assembly 170 using, for example, global positioning systeminformation or other location based system information includinglocation information generated by electronics node 178 of pod assembly170.

As best seen in FIG. 4B, flying frame 112 has landed proximate podassembly 170. Preferably, flying frame 112 taxis to a position above podassembly 170 and engages joint members 174 of pod assembly 170 withreceiving assemblies 172 to create a mechanical coupling and acommunication channel therebetween. Alternatively, flying frame 112 maymake a vertical approach directly to pod assembly 170 prior toattachment with pod assembly 170. As best seen in FIG. 4C, pod assembly170 now retracts wheel assemblies 176 and is fully supported by flyingframe 112. Once pod assembly 170 is attached to flying frame 112, theflight control system of flying frame 112 may be responsive toautonomous flight control, remote flight control, onboard pilot flightcontrol or any combination thereof. For example, it may be desirable toutilize onboard pilot flight control of a pilot within pod assembly 170during certain maneuvers such at takeoff and landing but rely on remoteor autonomous flight control during periods of forward flight.Regardless of the flight control mode chosen, flying frame 112 is nowready to lift pod assembly 170 into the air. As best seen in FIG. 4D,flying frame 112 is in its vertical takeoff and landing mode with allpropulsion assemblies operating and flying frame 112 has lifted podassembly 170 into the air. Flying frame 112 continues its verticalassent to a desired elevation and may now begin the transition fromvertical takeoff and landing mode to forward flight mode.

As best seen in FIGS. 4D-4G, as flying frame 112 transitions fromvertical takeoff and landing mode to forward flight mode, flying frame112 rotates about pod assembly 170 such that pod assembly 170 ismaintained in a generally horizontal attitude for the safety and comfortof passengers, crew and/or cargo carried in pod assembly 170. This isenabled by a passive and/or active connection between receivingassemblies 172 of flying frame 112 and joint members 174 of pod assembly170. For example, a gimbal assembly may be utilized to allow passiveorientation of pod assembly 170 relative to flying frame 112. This maybe achieved due to the shape and the center of gravity of pod assembly170 wherein aerodynamic forces and gravity tend to bias pod assembly 170toward the generally horizontal attitude. Alternatively or additionally,a gear assembly, a clutch assembly or other suitably controllablerotating assembly may be utilized that allows for pilot controlled,remote controlled or autonomously controlled rotation of pod assembly170 relative to flying frame 112 as flying frame 112 transitions fromvertical takeoff and landing mode to forward flight mode.

As best seen in FIGS. 4G-4I, once flying frame 112 has completed thetransition to forward flight mode, it may be desirable to adjust thecenter of gravity of the aircraft to improve its stability andefficiency. In the illustrated embodiment, this can be achieved byshifting pod assembly 170 forward relative to flying frame 112 using anactive connection between receiving assemblies 172 of flying frame 112and joint members 174 of pod assembly 170. For example, rotation of agear assembly of pod assembly 170 relative to a rack assembly of flyingframe 112 or other suitable translation system may be used to shift podassembly 170 forward relative to flying frame 112 under pilot control,remote control or autonomous control. Once pod assembly 170 is in thedesired forward position relative to flying frame 112, certainpropulsion assemblies of flying frame 112 may be shut down as the thrustrequirements in forward flight mode are reduced compared to the thrustrequirements of vertical takeoff and landing mode. For example, theinboard propulsion assemblies of flying frame 112 may be shut down whichallows the proprotor blades to passively fold increasing efficiency inforward flight, as best seen in FIG. 4J.

When flying frame 112 begins its approaches to the destination, inboardpropulsion assemblies of flying frame 112 are reengaged to provide fullpropulsion capabilities, as best seen in FIG. 4K. Pod assembly 170 ispreferably returned to the aft position relative to flying frame 112, asbest seen in FIGS. 4K-4M. Once pod assembly 170 has returned to thedesired aft position, flying frame 170 can begin its transition fromforward flight mode to vertical takeoff and landing mode. As best seenin FIGS. 4M-4P, during the transition from forward flight mode tovertical takeoff and landing mode, flying frame 112 rotates about podassembly 170 such that pod assembly 170 is maintained in the generallyhorizontal attitude for the safety and comfort of passengers, crewand/or cargo carried in pod assembly 170. Once flying frame 112 hascompleted the transition to vertical takeoff and landing mode, flyingframe 112 may complete its descent to a surface, as best seen in FIG.4Q. Pod assembly 170 may now lower wheel assemblies 176 to provideground support to pod assembly 170 allowing flying frame 112 to decouplefrom pod assembly 170 and taxi away, as best seen in FIG. 4R. Aftertransporting and releasing pod assembly 170 at the destination, flyingframe 112 may depart from the destination for another location, as bestseen in FIG. 4S, such as the transportation services provider hub.

Referring to FIGS. 5A-5D in the drawings, a sequential flight-operatingscenario of flying frame 112 is depicted. During a manned mission, inthe event of an emergency, or during a cargo drop mission, for example,flying frame 112 is operable to jettison an attached pod assembly. Inthe illustrated embodiment, passenger pod assembly 170 is attached toflying frame 112, as best seen in FIG. 5A. If, for example, sensors onboard flying frame 112 indicate a critical condition relating to thecontinued operability of flying frame 112, the flight control system,based upon onboard pilot commands, remote commands and/or autonomouscommands, can initiate a pod assembly jettison sequence. In accordancewith the jettison command, receiving assemblies 172 of flying frame 112release joint members 174 of pod assembly 170 and pod assembly 170deploys a parachute 180, as best seen in FIG. 5B. Preferably, as bestseen in FIG. 5C, parachute 180 is a parafoil parachute having anaerodynamic cell structure that is inflated responsive to incoming airflow that provides both steerability and a controlled rate of descent tominimize the landing impact pod assembly 170 on a surface or in thewater, in which case, pod assembly 170 is preferably watertight.

Continuing with the example of a critical condition on board flyingframe 112 and in the event that flying frame 112 is unable to continueflight even after pod assembly 170 has been jettisoned, flying frame 112along with its fuel supply will preferably land remote from pod assembly170, thus minimizing the risk to passengers and/or crew of pod assembly170 to fire and/or other hazards. Once pod assembly 170 has beenjettisoned, however, the reduction in weight may enable flying frame 112to continue flight and perform a controlled descent and landing. In thiscase, flying frame 112 may be preprogrammed to return to a home base,such as the transportation services provider hub, or commanded inreal-time to fly to a safe location determined by a remote operator orautonomously by the flight control system. Preferably, the safe locationis proximate the landing location of pod assembly 170 which isdetermined based upon location information generated by electronics node178 of pod assembly 170, as best seen in FIG. 5D.

Referring to FIGS. 6A-6B in the drawings, a passenger pod assembly 200is depicted. Passenger pod assembly 200 is operable to be selectivelyattached to a flying frame as discussed herein with reference to podassemblies 70, 170. In the illustrated embodiment, passenger podassembly 200 has a generally transparent panel 202 that enablespassenger and/or crew inside passenger pod assembly 200 to see outsideof passenger pod assembly 200. In addition, passenger pod assembly 200includes a tail assembly 204 depicted as having a vertical stabilizer206 with a rudder 208 and horizontal stabilizers 210, 212 includingelevators 214, 216. Tail assembly 204 may operate in passive mode tobias passenger pod assembly 200 to the generally horizontal attitude asdiscussed herein or may be operated actively via direct onboard pilotoperation or responsive to commands from the flight control system of aflying frame to which passenger pod assembly 200 is attached.

Passenger pod assembly 200 includes a pair of oppositely disposed jointmembers 218, only one being visible in the figure, depicted as a gearassembly 220 and a communications port assembly 222. Gear assembly 220is operable to form a mechanical connection with a receiving assembly ofa flying frame and is preferably operable to allow relative rotation andtranslation therebetween as discussed herein. Communications portassembly 222 is operable to be directly coupled to a matingcommunications pin assembly of a flying frame to establish acommunication channel therebetween. Alternatively or additional, one ormore wiring harnesses may be connected between passenger pod assembly200 and a flying frame including, for example, one or more quickdisconnect wiring harnesses. As illustrated, passenger pod assembly 200includes retractable wheel assemblies 224 that enable groundtransportation of passenger pod assembly 200. Preferably, passenger podassembly 200 includes a power supply illustrated as battery 226 that isoperable to power electronics node 228, enable ground transportation viawheel assemblies 224 and operate tail assembly 204. Alternatively oradditionally, passenger pod assembly 200 may include a liquid fuelengine for providing mechanical power to passenger pod assembly 200.

Electronics node 228 of passenger pod assembly 200 preferably includes anon-transitory computer readable storage medium including a set ofcomputer instructions executable by a processor for operating passengerpod assembly 200 and communicating with a flying frame For example,electronics node 228 may include a general-purpose computer, a specialpurpose computer or other machine with memory and processing capability.Electronics node 228 may be a microprocessor-based system operable toexecute program code in the form of machine-executable instructions. Inaddition, electronics node 228 may be connectable to other computersystems via a proprietary encrypted network, a public encrypted network,the Internet or other suitable communication network that may includeboth wired and wireless connections.

Electronics node 228 preferably includes a display device configured todisplay information to an onboard pilot. The display device may beconfigured in any suitable form, including, for example, as one or moredisplay screens such as liquid crystal displays, light emitting diodedisplays and the like or any other suitable display type including, forexample, a display panel or dashboard display. Electronics node 228 mayalso include audio output and input devices such as a microphone,speakers and/or an audio port allowing an onboard pilot to communicatewith, for example, an operator at a transportation services providerfacility. The display device may also serve as a user interface deviceif a touch screen display implementation is used, however, other userinterface devices may alternatively be used to allow an onboard pilot tocontrol passenger pod assembly 200 as well as a flying frame beingoperated responsive to onboard pilot control including, for example, acontrol panel, mechanical control devices or other control devices.Electronics node 228 preferably includes a global positioning systeminterface or other location system enabling passenger pod assembly 200to know its location and to transmit its location to a flying frame asdiscussed herein.

As illustrated, passenger pod assembly 200 includes a clamshell typeaccess hatch 230 that enables passengers and/or crew to enter and exitpassenger pod assembly 200. Access hatch 230 may also be configured toenable vehicles such as cars, truck or light infantry vehicles to enterand exit passenger pod assembly 200. Likewise, access hatch 230 may beconfigured to enable loading and unloading of cargo using lift trucks orother cargo transportation vehicles.

Referring to FIGS. 7A-7C in the drawings, various views of aircraft 300are depicted. In the illustrated embodiment, aircraft 300 includes aflying frame 312 having wing members 314, 316, outboard pylons 318, 320and inboard pylons 322, 324 forming airframe 326. Flying frame 312 alsoincludes a distributed propulsion system 334 depicted as eightindependent propulsion assemblies 336, 338, 340, 342, 344, 346, 348,350. Landing struts 366 telescopically extend from propulsion assemblies336, 342, 344, 350. Flying frame 312 includes a flight control system368 that is disposed within the nacelle of propulsion assembly 338 thatcommunicates with the electronics nodes of each propulsion assembly 336,338, 340, 342, 344, 346, 348, 350 receiving sensor data from and sendingflight command information to the electronics nodes, therebyindividually and independently controlling and operating each propulsionassembly 336, 338, 340, 342, 344, 346, 348, 350. In the illustratedembodiment, aircraft 310 includes a pod assembly, illustrated aspassenger pod assembly 370, that is selectively attachable to flyingframe 312 between inboard pylons 322, 324. As best seen in FIG. 7A,aircraft 300 has a vertical takeoff and landing mode and, as best seenin FIG. 7B, aircraft 300 has a forward flight mode, wherein transitionstherebetween may take place as described herein with reference to flyingframes 12, 112.

As airframe 326 creates a relatively large surface area for crosswindsduring vertical takeoff and landing and during hovering, flight controlsystem 368 is operable to individually and independently control thethrust vector of the outboard propulsion assembly 336, 342, 344, 350. Asbest seen in FIG. 7C, each propulsion assembly 336, 338, 340, 342, 344,346, 348, 350, such as propulsion assembly 344 includes a nacelle 352,one or more fuel tanks 354, an engine 356, a drive system 358, a rotorhub 360, a proprotor 362 and an electronics node 364. It is noted thatfuel tanks 354 may not be required in propulsion assemblies havingelectric or hydraulic engines as discussed herein. Each outboardpropulsion assembly 336, 342, 344, 350, such as propulsion assembly 344includes a thrust vectoring system depicted as a dual actuated thrustvectoring control assembly 372. As illustrated, engine 356, drive system358, rotor hub 360 and proprotor 362 are mounted to a pivotable plate374 operable to pivot about a pivot axis defined by pin 376. Pivotableplate 374 is also operable to rotate about the mast centerline axis 378to control the azimuth within the thrust vectoring system. In theillustrated embodiment, rotation of pivotable plate 374 is accomplishedwith an electromechanical rotary actuator 380 but other suitable rotaryactuator could alternatively be used. The elevation of pivotable plate374 is controlled with a linear actuator 382 that pulls and/or pushespivotable plate 374 about the pivot axis. In the illustrated embodiment,the maximum pitch angle 384 of the thrust vector 386 is about 20degrees. Accordingly, it should be understood by those skilled in theart that the thrust vector may be resolved to any position within the20-degree cone swung about mast centerline axis 378. The use of a20-degree pitch angle yields a lateral component of thrust that is about34 percent of total thrust, which provides suitable lateral thrust tomanage standard operating wind conditions. The thrust vectoring of eachof the outboard propulsion assembly 336, 342, 344, 350 is independentlycontrolled by flight control system 368. This enables differentialthrust vectoring for yaw control during hover, as well as an unlimitedcombination of differential thrust vectoring coupled with net lateralthrust to allow positioning over a stationary target while crosswindsare present. Even though a particular thrust vectoring system having aparticular maximum pitch angle has been depicted and described, it willbe understood by those skilled in the art that other thrust vectoringsystems, such as a gimbaling system, having other maximum pitch angles,either greater than or less than 20 degrees, may alternatively be usedon flying frames of the present disclosure.

Referring to FIG. 8 in the drawings, an aircraft 400 is depicted. In theillustrated embodiment, aircraft 400 includes a flying frame 412 havingwing members 414, 416, outboard pylons 418, 420 and inboard pylons 422,424 forming airframe 426. Flying frame 412 also includes a distributedpropulsion system 434 depicted as eight independent propulsionassemblies 436, 438, 440, 442, 444, 446, 448, 450. Landing struts 466telescopically extend from propulsion assemblies 436, 442, 444, 450.Flying frame 412 includes a flight control system that may be disposedwithin a nacelle of distributed propulsion system 434 that communicateswith the electronics nodes of each propulsion assembly 436, 438, 440,442, 444, 446, 448, 450 receiving sensor data from and sending flightcommand information to the electronics nodes, thereby individually andindependently controlling and operating each propulsion assembly 436,438, 440, 442, 444, 446, 448, 450. Aircraft 400 has a vertical takeoffand landing mode and a forward flight mode as described herein. In theillustrated embodiment, aircraft 400 includes a pod assembly,illustrated as a surveillance pod assembly 470, that is selectivelyattachable to flying frame 412 between inboard pylons 422, 424.Surveillance pod assembly 470 may be operable for aerial observationsand data gathering relating to military and civilian operations using asensor array 472. Surveillance pod assembly 470 may store data obtainedfrom sensor array 472 in an onboard memory and/or wirelessly send datato a remote system for review and analysis thereof. In militaryoperation, surveillance pod assembly 470 or a similar pod assembly maycarry a weapons package operable to launch weapons at military targets.

Referring to FIG. 9 in the drawings, an aircraft 500 is depicted. In theillustrated embodiment, aircraft 500 includes a flying frame 512 havingwing members 514, 516, outboard pylons 518, 520 and inboard pylons 522,524 forming airframe 526. Flying frame 512 also includes a distributedpropulsion system 534 depicted as eight independent propulsionassemblies 536, 538, 540, 542, 544, 546, 548, 550. Landing struts 566telescopically extend from propulsion assemblies 536, 542, 544, 550.Flying frame 512 includes a flight control system that may be disposedwithin a nacelle of distributed propulsion system 534 that communicateswith electronics nodes of each propulsion assembly 536, 538, 540, 542,544, 546, 548, 550 receiving sensor data from and sending flight commandinformation to the electronics nodes, thereby individually andindependently controlling and operating each propulsion assembly 536,538, 540, 542, 544, 546, 548, 550. Aircraft 500 has a vertical takeoffand landing mode and a forward flight mode as described herein. In theillustrated embodiment, aircraft 500 includes a pod assembly,illustrated as a cargo container pod assembly 570 having selectivelyattachable aerodynamic fairings forming leading and trailing edgesthereof. Cargo container pod assembly 570 may be of a standard sizeoperable for additional transportation by truck, by rail and by ship.Cargo container pod assembly 570, however, may alternatively be aspecially designed cargo container for use with flying frame 512 or fortransporting a specific type of cargo. Also, as discussed herein, flyingframe 512 and cargo container pod assembly 570 may be used in cargo dropmissions to provide food, water and other critical items to remoteregions during a natural disaster recovery mission or to provide weaponsor other military hardware to personnel in a military theater.

As should be apparent to those skilled in the art, the aircraft of thepresent disclosure are versatile and may be used during a variety ofmissions. The modular design of the aircraft of the present disclosurefurther adds to the capabilities of these aircraft. For example,referring to FIG. 10 in the drawings, an aircraft 600 is depicted thatis suitable for lifting and transporting heavy loads. In the illustratedembodiment, aircraft 600 includes a flying frame 612 having wing members614, 616, outboard pylons 618, 620 and inboard pylons 622, 624 formingairframe 626. Flying frame 612 also includes a distributed propulsionsystem 634 depicted as eight primary propulsion assemblies 636, 638,640, 642, 644, 646, 648, 650 and four booster or supplemental propulsionassemblies 652, 654, 656, 658. Landing struts 666 telescopically extendfrom propulsion assemblies 636, 642, 644, 650. Flying frame 612 includesa flight control system that may be disposed within a nacelle ofdistributed propulsion system 634 that communicates with electronicsnodes of each primary and supplemental propulsion assembly receivingsensor data from and sending flight command information to theelectronics nodes, thereby individually and independently controllingand operating each propulsion assembly. Aircraft 600 has a verticaltakeoff and landing mode and a forward flight mode as described herein.In the illustrated embodiment, aircraft 600 includes a pod assembly,illustrated as a cargo pod assembly 670 having selectively attachableaerodynamic fairings forming leading and trailing edges thereof.

As illustrated, supplemental propulsion assemblies 652, 654, 656, 658are attached to flying frame 612 with connection assemblies depicted asoutboard support members that are securably attached to the inboardpropulsion assemblies and/or wings 614, 616 by bolting or other suitabletechnique, thereby forming a booster propulsion system. Morespecifically, outboard support member 660 connects supplementalpropulsion assembly 652 to primary propulsion assembly 638, outboardsupport member 662 connects supplemental propulsion assembly 654 toprimary propulsion assembly 640, outboard support member 664 connectssupplemental propulsion assembly 656 to primary propulsion assembly 646and outboard support member 668 connects supplemental propulsionassembly 658 to primary propulsion assembly 648. Outboard supportmembers 660, 662, 664, 668 may include internal passageways forcontaining fuel lines that may be coupled to the fuel distributionnetwork and communications lines that may be coupled to thecommunications network of flying frame 612. Alternatively, fuel linesand/or communications lines may be supported on the exterior of outboardsupport members 660, 662, 664, 668. In embodiments having self-containedfuel tanks within supplemental propulsion assemblies 652, 654, 656, 658,fuel lines may not be required. Even though a particular orientation ofsupplemental propulsion assemblies has been depicted and described, itshould be understood by those skilled in the art that supplementalpropulsion assemblies could be attached to a flying frame in otherorientations including attaching one or two supplemental propulsionassemblies to one or more outboard primary propulsion assemblies. Asshould be apparent, the modular nature of the supplemental propulsionassemblies adds significant versatility to flying frames of the presentdisclosure.

Referring to FIG. 11 in the drawings, a block diagram depicts anaircraft control system 700 operable for use with flying frames of thepresent disclosure. In the illustrated embodiment, system 700 includesthree primary computer based subsystems; namely, a flying frame system702, a passenger pod assembly system 704 and a transportation servicesprovider system 706. As discussed herein, the flying frames of thepresent disclosure may be operated autonomously responsive to commandsgenerated by flight control system 708 that preferably includes anon-transitory computer readable storage medium including a set ofcomputer instructions executable by a processor. Flight control system708 may be implemented on a general-purpose computer, a special purposecomputer or other machine with memory and processing capability. Forexample, flight control system 708 may include one or more memorystorage modules including, but is not limited to, internal storagememory such as random access memory, non-volatile memory such as readonly memory, removable memory such as magnetic storage memory, opticalstorage, solid-state storage memory or other suitable memory storageentity. Flight control system 708 may be a microprocessor-based systemoperable to execute program code in the form of machine-executableinstructions. In addition, flight control system 708 may be selectivelyconnectable to other computer systems via a proprietary encryptednetwork, a public encrypted network, the Internet or other suitablecommunication network that may include both wired and wirelessconnections.

In the illustrated embodiment, flight control system 708 includes acommand module 710 and a monitoring module 712. It is to be understoodby those skilled in the art that these and other modules executed byflight control system 708 may be implemented in a variety of formsincluding hardware, software, firmware, special purpose processors andcombinations thereof. Flight control system 708 receives input from avariety of sources including internal sources such as sensors 714,controllers 716, and propulsion assemblies 718-722 and as well asexternal sources such as passenger pod assembly system 704,transportation services provider system 706 as well as globalpositioning system satellites or other location positioning systems andthe like. For example, flight control system 708 may receive a flightplan including starting and ending locations for a mission frompassenger pod assembly system 704 and/or transportation servicesprovider system 706. Thereafter, flight control system 708 is operableto autonomously control all aspects of flight of a flying frame of thepresent disclosure. For example, during the various operating modes of aflying frame including vertical takeoff and landing mode, hovering mode,forward flight mode and transitions therebetween, command module 710provides commands to controllers 716. These commands enable independentoperation of each propulsion assembly 718-722 including which propulsionassemblies should be operating, the pitch of each proprotor blade, torotor speed of each propulsion assembly, the thrust vector of outboardpropulsion assemblies and the like. These commands also enable a flyingframe to couple with and decouple from a pod assembly, to transitionbetween vertical takeoff and landing mode and forward flight mode whilemaintaining a pod assembly in a generally horizontal attitude and tojettison a pod assembly, as discussed herein. Flight control system 708receives feedback from controllers 716 and each propulsion assembly718-722. This feedback is processes by monitoring module 712 that cansupply correction data and other information to command module 710and/or controllers 716. Sensors 714, such as positioning sensors,attitude sensors, speed sensors, environmental sensors, fuel sensors,temperature sensors, location sensors and the like also provideinformation to flight control system 708 to further enhance autonomouscontrol capabilities.

Some or all of the autonomous control capability of flight controlsystem 708 can be augmented or supplanted by remote flight control from,for example, transportation services provider system 706. Transportationservices provider system 706 may include one or computing systems thatmay be implemented on general-purpose computers, special purposecomputers or other machines with memory and processing capability. Forexample, the computing systems may include one or more memory storagemodules including, but is not limited to, internal storage memory suchas random access memory, non-volatile memory such as read only memory,removable memory such as magnetic storage memory, optical storagememory, solid-state storage memory or other suitable memory storageentity. The computing systems may be microprocessor-based systemsoperable to execute program code in the form of machine-executableinstructions. In addition, the computing systems may be connected toother computer systems via a proprietary encrypted network, a publicencrypted network, the Internet or other suitable communication networkthat may include both wired and wireless connections. The communicationnetwork may be a local area network, a wide area network, the Internet,or any other type of network that couples a plurality of computers toenable various modes of communication via network messages using assuitable communication techniques, such as transmission controlprotocol/internet protocol, file transfer protocol, hypertext transferprotocol, internet protocol security protocol, point-to-point tunnelingprotocol, secure sockets layer protocol or other suitable protocol.Transportation services provider system 706 communicates with flightcontrol system 708 via a communication link 724 that may include bothwired and wireless connections.

Transportation services provider system 706 preferably includes one ormore flight data display devices 726 configured to display informationrelating to one or more flying frames of the present disclosure. Displaydevices 726 may be configured in any suitable form, including, forexample, liquid crystal displays, light emitting diode displays, cathoderay tube displays or any suitable type of display. Transportationservices provider system 706 may also include audio output and inputdevices such as a microphone, speakers and/or an audio port allowing anoperator at a transportation services provider facility to communicatewith, for example, a pilot on board a pod assembly. The display device726 may also serve as a remote input device 728 if a touch screendisplay implementation is used, however, other remote input devices,such as a keyboard or joystick, may alternatively be used to allow anoperator at a transportation services provider facility to providecontrol commands to a flying frame being operated responsive to remotecontrol.

Some or all of the autonomous and/or remote flight control of a flyingframe can be augmented or supplanted by onboard pilot flight control ifthe pod assembly coupled to a flying frame includes a passenger podassembly system 704. Passenger pod assembly system 704 preferablyincludes a non-transitory computer readable storage medium including aset of computer instructions executable by a processor and may beimplemented by a general-purpose computer, a special purpose computer orother machine with memory and processing capability. Passenger podassembly system 704 may include one or more memory storage modulesincluding, but is not limited to, internal storage memory such as randomaccess memory, non-volatile memory such as read only memory, removablememory such as magnetic storage memory, optical storage memory,solid-state storage memory or other suitable memory storage entity.Passenger pod assembly system 704 may be a microprocessor-based systemoperable to execute program code in the form of machine-executableinstructions. In addition, passenger pod assembly system 704 may beconnectable to other computer systems via a proprietary encryptednetwork, a public encrypted network, the Internet or other suitablecommunication network that may include both wired and wirelessconnections. Passenger pod assembly system 704 communicates with flightcontrol system 708 via a communication channel 730 that preferablyincludes a wired connection.

Passenger pod assembly system 704 preferably includes a cockpit displaydevice 732 configured to display information to an onboard pilot.Cockpit display device 732 may be configured in any suitable form,including, for example, as one or more display screens such as liquidcrystal displays, light emitting diode displays and the like or anyother suitable display type including, for example, a display panel ordashboard display. Passenger pod assembly system 704 may also includeaudio output and input devices such as a microphone, speakers and/or anaudio port allowing an onboard pilot to communicate with, for example,an operator at a transportation services provider facility. Cockpitdisplay device 732 may also serve as a pilot input device 734 if a touchscreen display implementation is used, however, other user interfacedevices may alternatively be used to allow an onboard pilot to providecontrol commands to a flying frame being operated responsive to onboardpilot control including, for example, a control panel, mechanicalcontrol devices or other control devices. As should be apparent to thosethat are skilled in the art, through the use of system 700 a flyingframe of the present disclosure can be operated responsive to a flightcontrol protocol including autonomous flight control, remote flightcontrol, onboard pilot flight control and combinations thereof.

Referring now to FIGS. 12A-12B of the drawings, one embodiment of aprocess for transporting a passenger pod assembly by air from a currentlocation to a destination will now be described. A first step of theprocess involves receiving a request for transportation services by atransportation services provider, as indicated in block 800 of FIG. 12A.The request may be made over a telephone network from a person desiringtransportation of a pod assembly and received by an operator at thetransportation services provider, in which case, the operator logs therequest into the transportation services provider computing system.Alternatively, the request may be received directly by thetransportation services provider computing system over a datacommunication network from a computer device, such as a desktop computeror mobile computing device, of the person desiring transportation. Oncethe transportation request is received in the transportation servicesprovider computing system, a flying frame is selected from the fleet offlying frame maintained at a flying frame hub or other transportationservices provider location, as indicated in block 802. Thetransportation services provider computing system then generates aflight plan, as indicated in block 804, including at least the currentlocation of the pod assembly seeking transportation and the destinationlocation for the pod assembly. The next step involves sending the flightplan from the transportation services provider computing system to theflight control system of the selected flying frame, as indicated inblock 806. Depending upon the relative locations of the transportationservices provider computing system and the selected flying frame, thiscommunication may take place via a wired and/or wireless communicationnetwork such as a local area network, a wireless local area network, theInternet or other suitable network.

The reminder of the steps of the present embodiment of a process fortransporting the passenger pod assembly are performed by the flightcontrol system of the selected flying frame, as best seen in FIG. 12B.The next step involves uploading the flight plan to the flight controlsystem of the selected flying frame, as indicated in block 808. Theflying frame may now be operated responsive to autonomous flightcontrol, remote flight control or a combination thereof. Regardless offlight control mode, the next step is dispatching the selected flyingframe from the transportation services provider location to the currentlocation of the pod assembly to be transported, as indicated in block810. This step may involve departing from the transportation servicesprovider location, selecting a flight path to the current location ofthe pod assembly, identifying a landing zone proximate the currentlocation of the pod assembly, performing an approach and landing, thenpositioning the flying frame relative to the pod assembly to enableattachment therebetween. The next step is coupling the flying frame tothe pod assembly, as indicated in block 812. The process of coupling theflying frame to the pod assembly may be autonomous, manual or acombination thereof. In any case, the coupling process including forminga mechanical connection and preferably establishing a communicationchannel therebetween.

The flying frame may now be operated responsive to autonomous flightcontrol, remote flight control, onboard pilot flight control or acombination thereof. Once the pod assembly is properly coupled to theflying frame, the flying frame lifts the pod assembly into the air in avertical takeoff and landing mode, as indicated in block 814. During thevertical takeoff, the pod assembly is preferably maintained in agenerally horizontal attitude and each of the propulsion assemblies ofthe distributed propulsion system are independently operated using, forexample, selective collective pitch and selective thrust vectoring asdiscussed herein. Once the flying frame has reached a desired altitudein vertical takeoff and landing mode, the next step is transitioning theflying frame from the vertical takeoff and landing mode to a forwardflight mode, as indicate in block 816. Preferably, this transitioninvolves rotating the flying frame relative to the pod assembly suchthat the pod assembly remains in the generally horizontal attitude.

Once in forward flight mode, the next step is transporting the podassembly to the desired destination location, as indicated in block 818.Depending upon factors such as the distance of travel and environmentalconditions, it may be desirable to shut down certain propulsionassemblies, as discussed herein, during forward flight. As the flyingframe approaches the destination, the next step is transitioning theflying frame from the forward flight mode to the vertical takeoff andlanding mode, as indicated in block 820. Preferably, this transitioninvolves rotating the flying frame relative to the pod assembly suchthat the pod assembly remains in the generally horizontal attitude. Thenext step is landing the flying frame at the destination, as indicatedin block 822. This step may involve identifying a landing zone andperforming an approach in the vertical takeoff and landing mode. Once onthe ground, the flying frame may release the pod assembly at thedestination location, as indicated in block 824. Thereafter, the nextstep is returning the flying frame from the destination of the podassembly to the transportation services provider location, as indicatein block 826.

As should be understood by those skilled in the art, the process fortransporting a passenger pod assembly by air from its current locationto a destination described with reference to FIGS. 12A-12B is merely oneexample of many missions a flying frame of the present disclosure couldperform. While the described mission included a round trip from atransportation services provider location to provide transportation to asingle pod assembly, a flying frame of the present disclosure couldalternatively provide sequential transportation events for multiple podassemblies during a single trip into the field without returning to thetransportation services provider location in between. Likewise, a flyingframe of the present disclosure could transport a single pod assembly tomultiple locations with multiple takeoff and landing events during asingle mission. Accordingly, those skilled in the art will recognizethat the flying frames of the present disclosure may perform an array ofuseful and versatile missions involving transportation of a variety ofmanned and unmanned pod assemblies.

Even though the present disclosure has depicted and described flyingframes operable to selectively attach to a single pod assembly, itshould be understood by those skilled in the art that flying frames ofthe present disclosure may alternatively carry more than one podassembly as seen, for example, in FIG. 13. In the illustratedembodiment, aircraft 900 includes a flying frame 902 having wing members904, 906, outboard pylons 908, 910 and inboard pylons 912, 914 formingairframe 916. Flying frame 902 also includes a distributed propulsionsystem 920 depicted as eight independent propulsion assemblies920A-920H. Flying frame 902 includes a flight control system that may bedisposed within a nacelle of distributed propulsion system 920 thatcommunicates with the electronics nodes of each propulsion assembly920A-920H receiving sensor data from and sending flight commandinformation to the electronics nodes, thereby individually andindependently controlling and operating each propulsion assembly920A-920H. Aircraft 900 has a vertical takeoff and landing mode and aforward flight mode as described herein. In the illustrated embodiment,aircraft 900 includes three pod assemblies, illustrated as passenger podassemblies 922A-922C, that are selectively attachable to flying frame902 as discussed herein. Pod assembly 922A is selectively coupledbetween inboard pylons 912, 914, pod assembly 922B is selectivelycoupled between outboard pylon 908 and inboard pylon 912 and podassembly 922C is selectively coupled between inboard pylon 914 andoutboard pylon 910. Even though FIG. 13 depicts three passenger podassemblies being carried by a flying frame of the present disclosure, itshould be understood by those skilled in the art that flying frames ofthe present disclosure may alternatively carry other types of podassemblies including, but not limited to, fuel pod assemblies, cargo podassemblies, weapons pod assemblies and the like and combinationsthereof.

Even though the present disclosure has depicted and described flyingframes having a particular structural configuration, it should beunderstood by those skilled in the art that flying frames of the presentdisclosure may alternatively have other structural configurations asseen, for example, in FIG. 14. In the illustrated embodiment, aircraft930 includes a flying frame 932 having wing members 934, 936 and pylons938, 940 forming airframe 942. Flying frame 932 also includes adistributed propulsion system 942 depicted as eight independentpropulsion assemblies 944A-944H. Flying frame 932 includes a flightcontrol system that may be disposed within a nacelle of distributedpropulsion system 944 that communicates with the electronics nodes ofeach propulsion assembly 944A-944H receiving sensor data from andsending flight command information to the electronics nodes, therebyindividually and independently controlling and operating each propulsionassembly 944A-944H. Aircraft 930 has a vertical takeoff and landing modeand a forward flight mode as described herein. In the illustratedembodiment, aircraft 930 includes a pod assembly, illustrated aspassenger pod assembly 946. Unlike previously described flying frames ofthe present disclosure, flying frame 932 does not include outboardpylons, which may reduce the overall weight of aircraft 930.

Even though the present disclosure has depicted and described aircrafthaving distributed propulsion systems with independent propulsionassemblies attached to flying frames in a mid wing configuration, itshould be understood by those skilled in the art that aircraft of thepresent disclosure may have distributed propulsion systems withindependent propulsion assemblies attached to flying frames inalternative configurations as seen, for example, in FIG. 15. In theillustrated embodiment, aircraft 950 includes a flying frame 952 havingwing members 954, 956, outboard pylons 958, 960 and inboard pylons 962,964 forming airframe 966. Flying frame 952 also includes a distributedpropulsion system 970 depicted as eight independent propulsionassemblies 970A-970H. Flying frame 952 includes a flight control systemthat may be disposed within a nacelle of distributed propulsion system970 that communicates with the electronics nodes of each propulsionassembly 970A-970H receiving sensor data from and sending flight commandinformation to the electronics nodes, thereby individually andindependently controlling and operating each propulsion assembly970A-970H. Aircraft 950 has a vertical takeoff and landing mode and aforward flight mode as described herein. In the illustrated embodiment,aircraft 950 includes a pod assembly, illustrated as passenger podassembly 972, that is selectively attachable to flying frame 952. Asillustrated, propulsion assemblies 970A-970H are not attached to wingmembers 954, 956 in a mid wing configuration but are instead attached ina high wing configuration to outboard pylons 958, 960 and inboard pylons962, 964 which include support assemblies (not visible) that extendbelow wing member 954 when aircraft 950 is in its illustrated forwardflight mode. This configuration of a distributed propulsion systemwherein the propulsion assemblies are positioned below the wings mayprovide greater wing surface area to enhance the aerodynamic performanceof aircraft 950. Propulsion assemblies 970A-970H may have an angle ofattack less than that of wing members 954, 956, for example two to fivedegrees, to further enhance the aerodynamic performance of aircraft 950.Alternatively and additionally, some or all of propulsion assemblies970A-970H may be operated with an angle of attack less than that of wingmembers 954, 956 using trust vectoring as discussed herein. As anotheralternative, propulsion assemblies 970A-970H could be attached to flyingframe 952 in a low wing configuration with propulsion assemblies970A-970H above respective wing members 954, 956 or propulsionassemblies 970A-970H could be attached to flying frame 95 using acombination of mid wing configuration, high wing configuration and/orlow wing configuration.

Even though the present disclosure has depicted and described aircrafthaving distributed propulsion systems with independent propulsionassemblies having proprotor blades of a uniform design, it should beunderstood by those skilled in the art that aircraft of the presentdisclosure may have distributed propulsion systems with independentpropulsion assemblies having proprotor blades with different designs asseen, for example, in FIG. 16. In the illustrated embodiment, aircraft980 includes a flying frame 982 having wing members 984, 986, outboardpylons 988, 990 and inboard pylons 992, 994 forming airframe 996. Flyingframe 982 also includes a distributed propulsion system 1000 depicted aseight independent propulsion assemblies 1000A-1000H. Flying frame 982includes a flight control system that may be disposed within a nacelleof distributed propulsion system 1000 that communicates with theelectronics nodes of each propulsion assembly 1000A-1000H receivingsensor data from and sending flight command information to theelectronics nodes, thereby individually and independently controllingand operating each propulsion assembly 1000A-1000H. Aircraft 980 has avertical takeoff and landing mode and a forward flight mode as describedherein. In the illustrated embodiment, aircraft 980 includes a podassembly, illustrated as passenger pod assembly 1002, that isselectively attachable to flying frame 982.

Unlike previously described propulsion assemblies of the presentdisclosure, propulsion assemblies 1000A-1000H have proprotor blades withdifferent designs. As illustrated, the span and chord lengths of theproprotor blades of inboard propulsion assemblies 1000E-1000H are lessthan the span and chord lengths of the proprotor blades of outboardpropulsion assemblies 1000A-1000D. As described herein, significantlymore thrust is required during vertical takeoff and landing as comparedto forward flight. When maximum thrust is required during verticaltakeoff and landing, all propulsion assemblies 1000A-1000D are operatedwith the larger proprotor blades of outboard propulsion assemblies1000A-1000D generally having greater lift efficiency and enablingoperations with heavier payloads. When reduced thrust is required duringforward flight, however, outboard propulsion assemblies 1000A-1000Dcould be shut down to conserve power with inboard propulsion assemblies1000E-1000H operating to provide all the required thrust, therebyincreasing aircraft endurance. As discussed herein, when outboardpropulsion assemblies 1000A-1000D are shut down, the associatedproprotor blades may passively fold or be feathered to reduce drag andfurther improve aircraft endurance. As an alternative or in addition tohaving proprotor blades of different length, proprotor blades of adistributed propulsion system of the present disclosure could also havedifferent blade twist, different angles of attack in fixed pitchembodiments, different pitch types such as a combination of fixed pitchand variable pitch proprotor blades, different blade shapes and thelike.

Even though the present disclosure has depicted and described aircrafthaving straight wings, it should be understood by those skilled in theart that aircraft of the present disclosure may have wings havingalternate designs as seen, for example, in FIG. 17. In the illustratedembodiment, aircraft 1010 includes a flying frame 1012 having wingmembers 1014, 1016 and pylons 1018, 1020 forming airframe 1022. Flyingframe 1012 also includes a distributed propulsion system 1026 depictedas eight independent propulsion assemblies 1026A-1026H attached toflying frame 1012 in a high wing configuration. Flying frame 1012includes a flight control system that may be disposed within a nacelleof distributed propulsion system 1026 that communicates with theelectronics nodes of each propulsion assembly 1026A-1026H receivingsensor data from and sending flight command information to theelectronics nodes, thereby individually and independently controllingand operating each propulsion assembly 1026A-1026H. Aircraft 1010 has avertical takeoff and landing mode and a forward flight mode as describedherein. In the illustrated embodiment, aircraft 1010 includes a podassembly, illustrated as passenger pod assembly 1028, that isselectively attachable to flying frame 1012. As illustrated, wingmembers 1014, 1016 are polyhedral wings with wing member 1014 havinganhedral sections 1014A, 1014B and with wing member 1016 having dihedralsections 1016A, 1016B. It is noted that in this design, fuel stored inthe anhedral sections 1014A, 1014B and dihedral sections 1016A, 1016B ofwing members 1014, 1016 will gravity feed to feed tanks in specificpropulsion assemblies 1026A-1026H during forward flight.

As another example, FIG. 18 depicts aircraft 1030 including a flyingframe 1032 having wing members 1034, 1036 and pylons 1038, 1040 formingairframe 1042. Flying frame 1032 also includes a distributed propulsionsystem 1046 depicted as eight independent propulsion assemblies1046A-1046H attached to flying frame 1032 in a high wing configuration.Flying frame 1032 includes a flight control system that may be disposedwithin a nacelle of distributed propulsion system 1046 that communicateswith the electronics nodes of each propulsion assembly 1046A-1046Hreceiving sensor data from and sending flight command information to theelectronics nodes, thereby individually and independently controllingand operating each propulsion assembly 1046A-1046H. Aircraft 1030 has avertical takeoff and landing mode and a forward flight mode as describedherein. In the illustrated embodiment, aircraft 1030 includes a podassembly, illustrated as passenger pod assembly 1048, that isselectively attachable to flying frame 1032. As illustrated, wing member1034 is an anhedral wing and wing member 1036 is a dihedral wing.

Even though the present disclosure has depicted and described aircrafthaving distributed propulsion systems with independent propulsionassemblies having proprotors with a uniform number of proprotor blades,it should be understood by those skilled in the art that aircraft of thepresent disclosure may have distributed propulsion systems withindependent propulsion assemblies having proprotors with differentnumbers of blades as seen, for example, in FIG. 19. In the illustratedembodiment, aircraft 1050 includes a flying frame 1052 having wingmembers 1054, 1056, outboard pylons 1058, 1060 and inboard pylons 1062,1064 forming airframe 1066. Flying frame 1052 also includes adistributed propulsion system 1070 depicted as eight independentpropulsion assemblies 1070A-1070H. Flying frame 1052 includes a flightcontrol system that may be disposed within a nacelle of distributedpropulsion system 1070 that communicates with the electronics nodes ofeach propulsion assembly 1070A-1070H receiving sensor data from andsending flight command information to the electronics nodes, therebyindividually and independently controlling and operating each propulsionassembly 1070A-1070H. Aircraft 1050 has a vertical takeoff and landingmode and a forward flight mode as described herein. In the illustratedembodiment, aircraft 1050 includes a pod assembly, illustrated aspassenger pod assembly 1072, that is selectively attachable to flyingframe 1052.

Unlike previously described propulsion assemblies of the presentdisclosure having proprotors with three blades each, propulsionassemblies 1070A-1070H have proprotor with different numbers ofproprotor blades. As illustrated, the proprotors of inboard propulsionassemblies 1070E-1070H each have five proprotor blades and theproprotors of outboard propulsion assemblies 1000A-1000D each have twoproprotor blades. As described herein, significantly more thrust isrequired during vertical takeoff and landing as compared to forwardflight. When maximum thrust is required during vertical takeoff andlanding, all propulsion assemblies 1070A-1070H are operated. Whenreduced thrust is required during forward flight, inboard propulsionassemblies 1070E-1070H, with five proprotor blades, could be shut downto conserve power with outboard propulsion assemblies 1000A-1000D, withtwo proprotor blades, operating to provide all the required thrust. Asdiscussed herein, when inboard propulsion assemblies 1070E-1070H areshut down, the associated proprotor blades may passively fold or befeathered to reduce drag and improve aircraft endurance.

Even though the present disclosure has depicted and described aircrafthaving distributed propulsion systems with an even number ofsymmetrically positioned independent propulsion assemblies, it should beunderstood by those skilled in the art that aircraft of the presentdisclosure may have distributed propulsion systems with otherorientations of independent propulsion assemblies as seen, for example,in FIG. 20. In the illustrated embodiment, aircraft 1080 includes aflying frame 1082 having wing members 1084, 1086, outboard pylons 1088,1090 and inboard pylons 1092, 1094 forming airframe 1096. Flying frame1082 also includes a distributed propulsion system 1100 depicted aseight independent propulsion assemblies 1100A-1100H attached to flyingframe 1082 in a high wing configuration. Flying frame 1082 includes aflight control system that may be disposed within a nacelle ofdistributed propulsion system 1100 that communicates with theelectronics nodes of each propulsion assembly 1100A-1100H receivingsensor data from and sending flight command information to theelectronics nodes, thereby individually and independently controllingand operating each propulsion assembly 1100A-1100H. Aircraft 1080 has avertical takeoff and landing mode and a forward flight mode as describedherein. In the illustrated embodiment, aircraft 1080 includes a podassembly, illustrated as passenger pod assembly 1102, that isselectively attachable to flying frame 1082. As illustrated, aircraft1080 features a high wing configuration with four propulsion assemblies1100D-1100G positioned below wing 1086 and three propulsion assemblies1100A-1100C positioned below wing 1084 forming a nonsymmetrical array ofpropulsion assemblies.

Embodiments of methods, systems and program products of the presentdisclosure have been described herein with reference to drawings. Whilethe drawings illustrate certain details of specific embodiments thatimplement the methods, systems and program products of the presentdisclosure, the drawings should not be construed as imposing on thedisclosure any limitations that may be present in the drawings. Theembodiments described above contemplate methods, systems and programproducts stored on any non-transitory machine-readable storage media foraccomplishing its operations. The embodiments may be implemented usingan existing computer processor or by a special purpose computerprocessor incorporated for this or another purpose or by a hardwiredsystem.

Certain embodiments can include program products comprisingnon-transitory machine-readable storage media for carrying or havingmachine-executable instructions or data structures stored thereon. Suchmachine-readable media may be any available media that may be accessedby a general purpose or special purpose computer or other machine with aprocessor. By way of example, such machine-readable storage media maycomprise RAM, ROM, EPROM, EEPROM, CD-ROM or other optical disk storage,magnetic disk storage or other magnetic storage devices, or any othermedium which may be used to carry or store desired program code in theform of machine-executable instructions or data structures and which maybe accessed by a general purpose or special purpose computer or othermachine with a processor. Combinations of the above are also includedwithin the scope of machine-readable media. Machine-executableinstructions comprise, for example, instructions and data which cause ageneral purpose computer, special purpose computer or special purposeprocessing machines to perform a certain function or group of functions.

Embodiments of the present disclosure have been described in the generalcontext of method steps which may be implemented in one embodiment by aprogram product including machine-executable instructions, such asprogram code, for example in the form of program modules executed bymachines in networked environments. Generally, program modules includeroutines, programs, logics, objects, components, data structures, andthe like that perform particular tasks or implement particular abstractdata types. Machine-executable instructions, associated data structuresand program modules represent examples of program code for executingsteps of the methods disclosed herein. The particular sequence of suchexecutable instructions or associated data structures representsexamples of corresponding acts for implementing the functions describedin such steps.

Embodiments of the present disclosure may be practiced in a networkedenvironment using logical connections to one or more remote computershaving processors. Those skilled in the art will appreciate that suchnetwork computing environments may encompass many types of computers,including personal computers, hand-held devices, multi-processorsystems, microprocessor-based or programmable consumer electronics,network PCs, minicomputers, mainframe computers, and so on. Embodimentsof the disclosure may also be practiced in distributed computingenvironments where tasks are performed by local and remote processingdevices that are linked through a communications network includinghardwired links, wireless links and/or combinations thereof. In adistributed computing environment, program modules may be located inboth local and remote memory storage devices.

An exemplary implementation of embodiments of methods, systems andprogram products disclosed herein might include general purposecomputing computers in the form of computers, including a processingunit, a system memory or database, and a system bus that couples varioussystem components including the system memory to the processing unit.The database or system memory may include read only memory (ROM) andrandom access memory (RAM). The database may also include a magnetichard disk drive for reading from and writing to a magnetic hard disk, amagnetic disk drive for reading from or writing to a removable magneticdisk and an optical disk drive for reading from or writing to aremovable optical disk such as a CD ROM or other optical media. Thedrives and their associated machine-readable media provide nonvolatilestorage of machine-executable instructions, data structures, programmodules and other data for the computer. User interfaces, as describedherein may include a computer with monitor, keyboard, a keypad, a mouse,joystick or other input devices performing a similar function.

It should be noted that although the diagrams herein may show a specificorder and composition of method steps, it is understood that the orderof these steps may differ from what is depicted. For example, two ormore steps may be performed concurrently or with partial concurrence.Also, some method steps that are performed as discrete steps may becombined, steps being performed as a combined step may be separated intodiscrete steps, the sequence of certain processes may be reversed orotherwise varied, and the nature or number of discrete processes may bealtered or varied. The order or sequence of any element or apparatus maybe varied or substituted according to alternative embodiments.Accordingly, all such modifications are intended to be included withinthe scope of the present disclosure. Such variations will depend on thesoftware and hardware systems chosen and on designer choice. It isunderstood that all such variations are within the scope of the presentdisclosure. Likewise, software and web implementations of the presentdisclosure could be accomplished with standard programming techniquesusing rule based logic and other logic to accomplish the variousprocesses.

The foregoing description of embodiments of the disclosure has beenpresented for purposes of illustration and description. It is notintended to be exhaustive or to limit the disclosure to the precise formdisclosed, and modifications and variations are possible in light of theabove teachings or may be acquired from practice of the disclosure. Theembodiments were chosen and described in order to explain the principalsof the disclosure and its practical application to enable one skilled inthe art to utilize the disclosure in various embodiments and withvarious modifications as are suited to the particular use contemplated.Other substitutions, modifications, changes and omissions may be made inthe design, operating conditions and arrangement of the embodimentswithout departing from the scope of the present disclosure. Suchmodifications and combinations of the illustrative embodiments as wellas other embodiments will be apparent to persons skilled in the art uponreference to the description. It is, therefore, intended that theappended claims encompass any such modifications or embodiments.

What is claimed is:
 1. A propulsion assembly for an aircraft comprising:a nacelle; an engine disposed within the nacelle; a proprotor coupled tothe engine; and a thrust vectoring system including a pivoting plate, arotary actuator operable to rotate the pivoting plate about a propulsionassembly centerline axis and a linear actuator operable to pivot thepivoting plate about a pivot axis that is normal to the propulsionassembly centerline axis; wherein, the engine is mounted on the pivotingplate such that operation of the pivoting plate enables resolution of athrust vector within a thrust vector cone.
 2. The propulsion assembly asrecited in claim 1 wherein the engine further comprises an electricmotor.
 3. The propulsion assembly as recited in claim 2 furthercomprising a battery disposed within the nacelle and configured toprovide electrical power to the electric motor.
 4. The propulsionassembly as recited in claim 1 wherein the proprotor further comprises aplurality of proprotor blades.
 5. The propulsion assembly as recited inclaim 1 wherein the proprotor further comprises a plurality of foldingproprotor blades.
 6. The propulsion assembly as recited in claim 1wherein the proprotor further comprises a plurality of fixed pitchproprotor blades.
 7. The propulsion assembly as recited in claim 1wherein the proprotor further comprises a plurality of variable pitchproprotor blades.
 8. The propulsion assembly as recited in claim 1wherein the thrust vector has a maximum angle of about twenty degrees.9. The propulsion assembly as recited in claim 1 further comprising anelectronics node disposed within the nacelle operable to controloperations of the propulsion assembly.
 10. The propulsion assembly asrecited in claim 9 wherein the electronics node further comprisescontrollers operable to send commands to the engine and the thrustvectoring system.
 11. The propulsion assembly as recited in claim 9wherein the electronics node further comprises sensors operable tomonitor parameters associated with the engine and the thrust vectoringsystem.
 12. An aircraft, comprising: an airframe; and a distributedpropulsion system including a plurality of propulsion assemblies coupledto the airframe, the propulsion assemblies each comprising: a nacelle;an engine disposed within the nacelle; a proprotor coupled to theengine; and a thrust vectoring system including a pivoting plate, arotary actuator operable to rotate the pivoting plate about a propulsionassembly centerline axis and a linear actuator operable to pivot thepivoting plate about a pivot axis that is normal to the propulsionassembly centerline axis; wherein, the engine is mounted on the pivotingplate such that operation of the pivoting plate enables resolution of athrust vector within a thrust vector cone.
 13. The aircraft as recitedin claim 12 wherein, for each propulsion assembly, the engine furthercomprises an electric motor.
 14. The aircraft as recited in claim 13wherein each propulsion assembly further comprising a battery disposedwithin the nacelle that is configured to provide electrical power to theelectric motor.
 15. The aircraft as recited in claim 12 wherein, foreach propulsion assembly, the thrust vector has a maximum angle of abouttwenty degrees.
 16. The aircraft as recited in claim 12 furthercomprising a flight control system and wherein each of the propulsionassemblies further comprises an electronics node in communication withthe flight control system such that each propulsion assembly isindependently controllable by the flight control system.
 17. Theaircraft as recited in claim 16 wherein, for each propulsion assembly,the electronics node further comprises controllers operable to sendcommands to the engine and the thrust vectoring system.
 18. The aircraftas recited in claim 16 wherein, for each propulsion assembly, theelectronics node further comprises sensors operable to monitorparameters associated with the engine and the thrust vectoring systemand provide sensor data to the flight control system.
 19. The aircraftas recited in claim 12 wherein the airframe further comprises first andsecond wings having at least two pylons extending therebetween andwherein the distributed propulsion system further comprises at least twopropulsion assemblies coupled to the first wing and at least twopropulsion assemblies coupled to the second wing.
 20. The aircraft asrecited in claim 12 wherein the airframe further comprises a verticaltakeoff and landing configuration and a forward flight configuration.